Embraer ERJ 190-100 IGW incident near Nassau, Bs, September 3, 2009
On September 3, 2009 at about 6:35 pm local time, a Embraer ERJ 190-100 IGW, registered N258JB, suffered minor damage in an incident during landing (landing roll) near Nassau (Lynden Pindling International airport). It was flown under scheduled airline rules (Part 121). 6 people had minor injuries.
The NTSB's probable cause their words, unchanged
failure of the engine high pressure turbine active clearance control valve fuel rod supply tube coupling seal due to a cross-threaded B-nut as installed during original manufacture.
Source: NTSB aviation accident database, copy made October 12, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 3, 2009 · about 6:35 pm local time · cases in 2009
- Place
- Nassau, Bahamas · Lynden Pindling International · cases near this airport
- Type
- Incident
- Injuries
- 6 people had minor injuries.
- Weather
- not recorded
- Aircraft
- Embraer ERJ 190-100 IGW · all ERJ 190-100 IGWs on the register
- Registration
- N258JB · no longer on the register · serial 19000047
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
A No. 1 engine under cowl fire occurred following landing. An emergency evacuation was performed, but the fire was quickly extinguished. The airplane's fuel system was pressurized and fuel sprayed from under the No. 1 engine high pressure turbine active clearance control (HPTACC) valve rod tube valve fitting B-nut. The coupling was properly safetied, but the B-nut was cocked on the fitting, and 3-4 fitting threads were exposed below the B-nut, consistent with the B-nut being cross-threaded on the fitting during installation. The HPTACC valve fuel rod tube coupling has both primary (metal-to-metal) and secondary (O-ring) seals between the fitting and the tube ferrule. Pre-disassembly X-ray photographs of the coupling provided B-nut stack measurements and showed a gap between the fitting and the ferrule at the primary seal location, indicating that this seal had not been engaged when the B-nut was tightened on the fitting. Disassembly inspection of the coupling found that the O-ring (secondary) seal was radially separated and extruded from its gland, consistent with having failed in service. A high-torque B-nut connection and thread damage to the B-nut and fitting threads were further evidence of an improperly installed (cross-threaded) B-nut. Maintenance and manufacturing records indicated that the coupling had not been disassembled since the engine was assembled at manufacture. An extrusion calculation found that the damage to the O-ring seal was consistent with the engine total time since new. Based on this evidence, it is likely that the coupling was cross-threaded during manufacturing final assembly, and there was no engagement of the metal-to-metal seal. As a result, the O-ring acted as the primary seal, until it failed in service, resulting in the leak.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Fire/smoke (non-impact) during landing (landing roll) defining event
The NTSB's findings
- Organizational issues › Support/oversight/monitoring › Oversight › Document revision tracking › Manufacturer
- cause Aircraft › Aircraft power plant › Engine fuel and control › Fuel distribution › Damaged/degraded other cases naming the engine
The aircraft
- Seats: 20
- Landing gear: fixed
- Engine 1: Ge CF34-10E6 (turbofan); 0 hours total
- Engine 2: Ge CF34-10E6 (turbofan); 0 hours total
- Fire on the ground
The flight
- Destination: MYNN Nassau
- Flight plan: not recorded
- A second pilot was aboard
Weather at the time
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Passengers | 6 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
Connections how this case links to the rest of the register
- N258JB: not on the register today · the record of its deregistration
- Embraer ERJ 190 E190 and E195 49 registered today · the model family and its accident history
- Embraer 663 aircraft on the register
- Engine: Ge CF34-10E6 20 aircraft carry this series today · as the NTSB recorded it
- Engine: Ge CF34-10E6 20 aircraft carry this series today · as the NTSB recorded it
- Lynden Pindling International · nearest airport
The whole map of how records connect · these connections as data: /graph/accident/ENG09IA017.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.